by R36 Combine Coach
Since my friend continues to chain smoke nonstop, she is probably an Alco.
Moderators: GirlOnTheTrain, mtuandrew, Tadman
justalurker66 wrote: ↑Tue Aug 11, 2020 1:20 pmHow much proof do you want? We all know OTP is awful. We've seen the timetables. What else do you need? The ghost of Graham Claytor to tap you on the shoulder? A water stain on a bridge abutment that looks like the Virgin Mary sitting next to Wayne Johnston and George M Pullman sitting in a full dining car discussing trends in modern railroading? These are indeed hard fact and we have all seen the evidence.
justalurker66 wrote: ↑Tue Aug 11, 2020 1:20 pmOk fine. you got me. We'll burn this thread up over ten switches. But remember in comparison to any of the "good ideas" out of Amtrak and the city, they're rounding errors. And they're also a best practice as it cut 20+ minute unplanned delays in Detroit to install one switch reducing handoffs between NS and CN in West Detroit. Again, don't let the hard evidence dissuade you.
justalurker66 wrote: ↑Tue Aug 11, 2020 1:20 pmI'm good with it. I've suggested it to a few riders on CofNO in the past looking to access Hyde Park and they think I'm crazy. If less than 5% of riders transfer at CUS, how many do or even realize one can at Homewood. With no interline ticketing or guaranteed connections. To another railroad. None. Goose-egg.
justalurker66 wrote: ↑Tue Aug 11, 2020 1:20 pmHow does that have any effect on the passenger that transferred? Now the guys going downtown on Amtrak have a longer than necessary ride AND the international man of mystery that doesn't exist that would supposedly wait 20 minutes plus for a Metra connection has a long ride. You've literally taken the worst of two ideas and combined them into an idea that nobody would use.
justalurker66 wrote: ↑Tue Aug 11, 2020 1:20 pmAgain, not my idea of natural. These are where the trains went before Amtrak came up with "some good ideas".
justalurker66 wrote: ↑Tue Aug 11, 2020 1:20 pmOh cry me a river dude. You are the victim of a feeble mind. I've supported my points with all the hard data in the world and you keep coming back and saying "well thats not proof". I posit OTP is bad. "not proof". I posit that handoffs are done poorly, "not proof". I posit that trains should have sub-3 hour timiing, "not proof". Then you change my arguments. Then you claim to be the victim of harassment. Good luck dude.
STrRedWolf wrote: ↑Tue Aug 11, 2020 5:42 pmThat said, anything Amtrak on the southbound side of CUS goes through BNSF at least, NS, CN, and Metra tracks inside of Chicago.Amtrak owns 21st St and the lift bridge south of CUS. They have a direct connection to NS to the south (eastbound).
- The City of New Orleans and the Illini/Saluki comes on CN and Metra tracks, then switches to BNSF tracks, before having to back up at Metra Halstead station just to get into CUS!!! The reason why? There's no curve track off the St. Charles Air Line bridge. There doesn't seem to be much a way to cut this move out without some expert-level engineering.
- The Texas Eagle and Lincoln service has a CN to NS over a bridge to BNSF handoff whammy. There's not really much any other route you can take from Summit up to remove the NS section, short of dedicated track and bridge. Anything else adds another railroad into the mix, be it CSX or a short-line.
- Cardinal, Capitol Limited, Lake Shore Limited, and all Michigan services are NS to BNSF handoffs.
- Everything else is BNSF.
R36 Combine Coach wrote: ↑Tue Aug 11, 2020 1:42 pmB&O used two stations in Pittsburgh depending on whether the train was terminating or connecting to Chicago (source: https://en.wikipedia.org/wiki/Baltimore ... ittsburgh) )
WhartonAndNorthern wrote: ↑Thu Aug 13, 2020 9:32 amInterestingly, the Dearborn station building still stands. It is used for offices, small businesses and even a jazz club. South of the station, an large residential community has been constructed. There are no rails anywhere near the station building.R36 Combine Coach wrote: ↑Tue Aug 11, 2020 1:42 pmB&O used two stations in Pittsburgh depending on whether the train was terminating or connecting to Chicago (source: https://en.wikipedia.org/wiki/Baltimore ... ittsburgh) )
My thought is that for consistent branding, Amtrak should have ONE Chicago terminal and should work to reduce the difficulties connecting between lines. The Southwest Chief is not going to go back to Dearborn. Does the station even exist? The CREATE project is working to fix that inconvenient back up move on the ex-IC line trains.
From a passenger confusion standpoint and from a cost standpoint, Amtrak shouldn't it split its passenger operations in Chicago. It would require additional station agents, additional baggage handlers (assuming checked baggage is offered) and a myriad of other staffing and logistical concerns (Do coaches need to be cleaned in station by additional staff? Do trains need to be shuttled off to a central facility for servicing?)
If Indiana really wanted to pay for a daily (7x), no-frills Hoosier equivalent that ran to Millennium Station like the South Shore, I might say fine, but that's not happening.
WhartonAndNorthern wrote: ↑Thu Aug 13, 2020 9:32 amIf Indiana really wanted to pay for a daily (7x), no-frills Hoosier equivalent that ran to Millennium Station like the South Shore, I might say fine, but that's not happening.Yeah, Tad has suggested that, and I’ve doodled out a plan for (electric 3kVDC) service from the vicinity of Millennium to Indianapolis Union Station. It depends on the state of Indiana to invest money in a state-owned business though, which I don’t see happening outside of the northwest few counties.